Automatic railway-train arrester



' (No Model.)

J. FRYSINGER. AUTOMATIC RAILWAY TRAIN ARRESTER.

No. 492,152. Patented Feb. 21, 1893.

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UNIT D STATES PATENT Orin-cm JESSE FRYSINGER, OF HANOVER, PENNSYLVANIA.

AUTOMATIC RAI LWAY-TRAIN ARRESTER.

SPECIFICATION forming part of Letters Patent No. 492,152, dated February21, 1893.

Application filed June 8, 1892. erial No. 436,005. (No model.)

To all whom it may concern.-

Be it known that I, JESSE FRYSINGER, a citizen of the United States,residing at Hanover, in the county of York and State of Pennsylvania,have invented certain new and useful Improvements in AutomaticRailway'lrain Arresters; and I do declare the following to be a full,clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame, reference being had to the accompanying drawings, and to theletters of reference marked thereon, which form a part of thisspecification.

This invention relates to certain improvements in automaticrailway trainarresters, which will be hereinafter more particularly described andpointed out.

Figure l is a side elevation which represents the devices applied to theside of a locomotive. Fig. 2 is a plan view of the invention as appliedto the locomotive and railway track.

A is the railway track.

B, is a convexed flanged bar of iron which may be made any length andwidth as may be required to suit the circumstances and locality of eachone. The flange, B is either convex or of two planes at an angle to eachother. This said flange, B, may also when used on the outer side of asharp railway curve be concaved to suit the place and circumstances.This bar, B,'is pivoted at, each end, near the axis thereof at b and bto standards a a on a firm and substantial bed 0. The end and purpose ofhanging this flanged bar B on pivots is that the flange top of the saidbar may by means of levers P P, be moved to or from the railway track soas to either cause the lever L, later on described, to come in contactwith said double-inclined flange top, or to allow the said lever to passfree.

As the track mechanism just described forms no part of the subjectmatter of the present invention and is simply shown in or der tofacilitate an easy understanding of the mechanism coacting therewithcarried by the engine, a detailed description is deemed unnecessary.

In Figs. 1 and 2 are represented levers L, which may be placed one oneach side of the locomotive so as to operate on either side of therailway track, or if desirable these levers L may be used or placed onany part of the locomotive most suitable for the same, and may also ifdesirable be placed on any part of a railway train, for the purpose ofoperating the brakes or of operating any other valve. These levers L arealso to be operated in a reverse position by means of springs Zfor thepurpose, viz: that after these said levers L have been forced inwardlyby passing over the double-inclined flange B the said levers will be bymeans of the afore-stated springs moved outwardly into position to comein contact with the next double-inclined flange top that may be' inposition to operate the said lever L. The perpendicular rod of lever Lworks or operates inside of a suitable metal socket H, which will be somade as to allow said perpendicular rod afore-stated, to move within thesame in a perfect and mechanical way.

The socket H afore-stated will be properly fastened to the side of thelocomotive or train by bands S S, so as to make it absolutely strong andfirm to perform the work for which it is-intended, viz: to support leverL. Any other support may be added to stiffen said socket so as to makeit perfectly firm. The outer or lower ends of levers L are curved asbest shown in Fig. 2, and go as far beyond the outside of the rail as tocome in contact with the said flange B of bar B, when thrown inwardlytoward railway track its maximum distance. The levers L being soarranged relative to the height of the flange of bar B that when thelocomotive passes the bar 13, the lever next the said bar will run alongthe convexity until it is pressed inwardly so far as to operate thebrakes and thus stop the train.

At the outer end of these levers L there are placed friction rollers orwheels I.

As the transverse motion of the locomotive is such that the levers L,may have a slight vertical change of place (caused by the rocking of thelocomotive while running), the outer edge of flange on bar B is widenedsufficiently and hollowed out to insure the contact of the frictionroller I with the flange B of bar B. These bars B may be arranged withsprings, so that they will be set by said springs to operate levers L onthe locomotive. reverse motion of removing the bars B so as not tooperate the said levers may be accomplished by means of levers to beoperated by signal men from tower or by any other employ. The abovestated manner of working bar B may be reversed so that the top or flangeof bar B maybe moved to the track by means of levers and be removed bymeans of springs, to suit place or circumstances.

The movable hearing or wheel marked F on locomotive boiler is pivotedthrough center and rests on standards \V standards are firmly fastenedto boiler so as to allow the wheel to turn. Said wheel has also twoupright posts X X, against which top arm of levers L form contact, sothat when lower arm of lever L comes in contact with flange of bar B andis pressed inwardly the upper arm of said lever L will cause said wheelF to turn, thereby moving levers E E, (which are connected with wheelF,) and thus apply the brakes by moving brake valve. Said wheel F afterbeing turned bylever L will be moved to its former position by means ofa spring J; two springs may be used.

The levers marked in drawings E E will be properly supported by platesor othersuitable supports. These said levers E E which are connectedwith wheel F and extend to the engineers brake valve may have springs togive them a reverse action. After lever L shall have passed the flange Bof bar B and have returned to its former position by means of springsthese levers and wheel F will also return by means of springs and be inposition for the next movement of lever L. The place on lever E marked Vis where the levers are connected by pivot to allow said lever E to havesome play.

All levers marked E E being or coming contact or connected with wheel Fmay made any shape, length or size in order make proper connections orto form proper contact with the brake valve. The reason of these changesis as follows. That almost every locomotive has some slight changes ofmachinery or changed location of the same which will cause the abovechanges to be absolutely necessary.

Connections may be made with levers L or wheel F so as to connect withand operate any other brake valve which might be preferable to use tothe en gineers brake valves, as shown in the drawings. Under suchcircumstances all the levers connecting with leverLor wheel F, or anypart of them, may be dispensed with and other connections made withlever L or wheel F, so as to operate successfully any such additionalvalve.

All places marked Z are places or points which are pivoted, or whichwork on pivots.

As almost all locomotives have some change of position or location ofsand box, bell, (KEG on top of boiler, I would add that when it isadvisable or necessary the rod or pivot extending through the center ofsaid wheel F The may be made sufficiently long to allow two of saidwheels to be used on said iron rod or pivot one on each end of said rodor pivot, so as to have a wheel F on each side of top of boiler, bothwheels being connected to one rod which rod or pivot works and rests onstandards WV.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In an automatic railway train arrester, the combination with thelocomotive of arotatable bearing located thereon, a lever suitablyjournaled upon the locomotive and having its upper end in engagementwith the bearing and its lower end in proximity to the track, and a rodconnecting with the bearing and with the air-brake mechanism, wherebywhen the lever is actuated by suitable mechanism upon the road-bed, theair-brakes will be operated to retard the locomotive.

2. In an automatic railway train arrester, the combination with thelocomotive of a wheel journaled upon the upper portion of the boiler, alever rotatably journaled upon the boiler and having its upper end inengagement with the wheel and its lower end bent outward to occupy aposition normally beyond the track, a rod connecting the wheel with theair-brake mechanism of the locomotive and suitable mechanism upon theroadbed for engaging the lower portionof the lever whereby to force itinward and thus rotate the wheel and operate the air-brake mechanism inunison.

In an automatic railway train arrester, the combination with the boilerof a wheel journaled thereon, a vertical tubular socket held in position011 the boiler, a lever journaled within the socket and having its upperend bent inward to engage with the wheel and its lower end bent outwardto occupy a position normally beyond the track, a rod connecting thesaid wheel with the air-brake mechanism, and suitable mechanism upon theroad-bed for engaging the lower end of the lever to cause it to turn andthus operate the air-brake mechanism.

l. In an automatic railway train arrester, the combination with theboiler of a wheel journaled thereon, a vertical tubular socket held inposition on the boiler, a lever journaled within the socket and havingits upper end bent inward to engage with the wheel and its lower endbent outward to occupy a position normally beyond the track, a rodconnecting the said wheel with the air-brake mechanism, suitablemechanism upon the road-bed for engaging the lower end of the lever tocause it to turn and thus operate the air-brake mechanism, and a springupon the lever for returning it to its normal position after havingoperated the brake mechanism.

5. In an automatic railway train arrester, the combination withalocomotive of awheel journaled thereon, a tubular vertical socketsupported on the boiler, a lever journaled in the socket, having itsupper end bentinward lower end to engage a suitable obstruction upon theroad-bed whereby to turn the latter lever and thus operate thesupplemental lever.

7. In an automatic railway train arrester the combination with theboilerof a wheel journaled thereon, a vertical tubular socket held inposition on the boiler, a lever jour- 20 naled within the socket andhaving its upper end bent inward to engage with the wheel and its lowerend bent outward to occupy a position normally beyond the track, a rodconnecting the said wheel with the air-brake mechanism, suitablemechanism upon the road-bed for engaging the lower end of the lever tocause it to turn and thus operate the air-brake mechanism, a spring uponthe lever for returning it to its normal position after having operatedthe brake mechanism and a spring connecting with the Wheel to cause itto resume its normal position after the lever has performed itsfunction.

In testimony whereof Iaftix my signature in presence of two witnesses.

JESSE FRYSINGER.

Witnesses:

HARRY M. PRICE, ALLEN W. MALLERY.

